Intermittent start compressor

ABSTRACT

A switch ( 10, 200 ) is provided for installation in the air conditioning (A/C) system ( 12 ) in a vehicle ( 16 ) for intermittently operating the clutch ( 20 ) in the A/C system ( 12 ) each time the control ( 44 ) in the A/C system ( 12 ) provides power to operate the clutch ( 20 ) to prevent slugging. This turns the compressor ( 14 ) a few turns each time the clutch ( 20 ) is energized during intermittent operation to purge liquid refrigerant and lubricant from the compressor ( 14 ) to prevent slugging. The switch ( 10, 200 ) can be installed in existing vehicles by connecting the switch ( 10, 200 ) in the wiring harness ( 18 ) of the A/C system ( 12 ) to the power lead ( 38 ) from the control ( 44 ) to the clutch ( 20 ) and between the ground lead ( 40 ) from the clutch ( 20 ) and a ground. The switch ( 10, 200 ) can include a microcontroller ( 52 ) for controlling the operation of a power transistor ( 70 ) to intermittently ground the clutch to provide the intermittent operation. A battery ( 202 ) can be provided to power the microcontroller ( 52 ) for a set period of time after an initial intermittent operation. This prevents additional intermittent operation for the set period of time.

TECHNICAL FIELD

This invention relates to air conditioning systems, and in particular toair conditioning systems for use in vehicles.

BACKGROUND OF THE INVENTION

In an air conditioning (A/C) system, such as used in a vehicle, acompressor is typically used to compress a gaseous refrigerant. In avehicle, the compressor is usually operated from the vehicle engine by afan belt through an electrically controlled clutch. A lubricant isprovided in the system which ideally is uniformly mixed in therefrigerant and flows around the system with the refrigerant tolubricate all the system components, including the compressor.

However, when the system has not been used for a period of time, forexample over a day or longer, refrigerant in liquid form can pool in lowareas in the system. Further, the lubricant can separate out of therefrigerant and pool in the low areas as well. On the next occasion thatthe compressor is operated, it must purge the liquid refrigerant andlubricant, which generates noise and places stress in the components ofthe compressor. This is sometimes referred to as liquid slugging. Thepresence of slugs of liquid can cause vibration, noise, clutch failure,and/or damage to the compressor because the collected liquid cannot becompressed.

Attempts have been made to address this problem by intermittentlystarting the compressor to purge the liquid by controlling the clutchoperation. For example, Japanese Patent Application Publication55-012277A of Jan. 28, 1980 discloses a starting controller for acompressor, such as used in a vehicle, which causes the magnetic clutchdriving the compressor to be intermittently engaged to discharge liquidsfrom the compressor before beginning continuous operation after apredetermined lapse of time. The document discloses two on/off cyclesbefore beginning continuous operation. The document suggests operationof the clutch for approximately 1/50 to 1/10 second intervals, as anexample. Japanese Unexamined Utility Model Application 58-116964 of Aug.10, 1983 discloses a control device for a vehicle air conditioner thatperforms on/off control of an electromagnetic clutch for three on/offcycles before beginning continuous operation. U.S. Pat. No. 7,836,715issued Nov. 23, 2010 to Eisenhour discloses a similar device.

However, a need exists to provide an enhanced mechanism to reduce thewear and noise generated by this slugging condition.

SUMMARY OF THE INVENTION

In accordance with one aspect of the present invention, an apparatus isprovided for interrupting operation of a compressor upon start up foruse in a vehicle air conditioning (A/C) system. The A/C system has acompressor, an electrically operated compressor clutch and a control forenergizing the compressor clutch during normal A/C operation through apower lead connected between the control and the clutch. The clutch alsohas a ground lead. The apparatus includes a switch connected to thepower lead between the control and the clutch and connected in theground lead between the clutch and a ground. The switch intermittentlyoperates the clutch for a predetermined period of time each time thecontrol provides power to operate the clutch to prevent slugging of thecompressor. The switch can have a timer circuit to prevent intermittentoperation for a set period of time after an initial intermittentoperation.

In accordance with another aspect of the present invention, theapparatus has a microcontroller for generating an output signal at afirst level intermittently for a predetermined period when the controlinitially provides power to operate the clutch and then subsequentlymaintains the output signal at the first level as long as the controlprovides power to operate the clutch. The apparatus further has a powertransistor connected in the ground lead between the clutch and ground,an output signal at the first level from the microcontroller switchingon the power transistor to ground the clutch lead to permit operation ofthe clutch. In accordance with another aspect of the present invention,the apparatus has a voltage regulator to provide a regulated inputvoltage to the microcontroller. The apparatus can further have aswitching transistor element receiving the output signal of themicrocontroller and switching on the power transistor when the outputsignal from the microcontroller is at the first level. The apparatus canfurther have a diode connected between the power lead and the groundlead to prevent damage to other circuits in the vehicle. The apparatuscan have a battery to power the microcontroller for a set period of timeto prevent intermittent operation for the set period of time after aninitial intermittent operation.

In accordance with another aspect of the present invention, the outputsignal is alternately at the first level and at a second level for ½second intervals for 3 seconds, at the first level for an additional 3seconds, at the second level for an additional 3 seconds and thereafterat the first level while the control provides power to operate theclutch.

In accordance with another aspect of the present invention, theapparatus is encapsulated in a waterproof casing suitable for mountingwithin the engine compartment of a vehicle.

In accordance with another aspect of the present invention, a method isprovided for interrupting operation of a compressor upon start up foruse in a vehicle air conditioning (A/C) system. The A/C system has acompressor, an electrically operated compressor clutch and a control forenergizing the compressor clutch during normal A/C operation through apower lead connected between the control and the clutch. The clutch alsohas a ground lead. The method includes the step of controlling thegrounding of the clutch through the ground lead to ground with anapparatus including a switch connected to the power lead between thecontrol and the clutch and connected between the ground lead from theclutch and ground. The switch intermittently grounds the clutch groundlead for a predetermined period of time each time the control providespower to operate the clutch for interrupting operation of the compressorupon start up and thereafter maintains the ground lead connected to theground.

BRIEF DESCRIPTION OF THE DRAWINGS

A more complete understanding of the invention and its advantages willbe apparent from the following Detailed Description, taken inconjunction with the accompanying Drawings, in which:

FIG. 1 is a schematic of a vehicle air conditioning system incorporatinga first embodiment of the present invention providing for intermittentstarting of the compressor;

FIG. 2 is a schematic of a vehicle air conditioning system having dualevaporators incorporating the first embodiment of the present inventionproviding for intermittent starting of the compressor;

FIG. 3 is a schematic of the circuit of the first embodiment of thepresent invention;

FIG. 4 is a schematic view of the microcontroller used in the firstembodiment of the present invention;

FIG. 5 is a timing diagram of the circuit;

FIG. 6 is a logic flow diagram for the operation of the microcontrollerused in the first embodiment of the present invention;

FIG. 7 is a view of the first embodiment of the present inventionconfigured for retrofitting on existing vehicles; and

FIG. 8 is schematic of a circuit forming a first modification of thepresent invention

DETAILED DESCRIPTION

With reference now to the figures, FIGS. 1-7 illustrate a switch 10 thatis used in an air conditioning (A/C) system 12 to intermittently operatethe compressor 14 upon initial start up. The intermittent operationprevents slugging by purging lubrication oil and liquid refrigerant thatcan collect in the compressor 14 after a period of non-use. Typically,the A/C system 12 will be in a vehicle 16, such as an automobile.

The switch 10 is connected between the vehicle A/C electrical wiringharness 18 and the A/C electrical clutch 20. When energized, the clutch20 connects the compressor 14 to a drive source, typically the engine inthe vehicle 16, to rotate the compressor and operate the A/C system 12.A significant advantage of the present invention is the switch 10 can beretro-fitted to an existing vehicle by simply adapting the connectors onthe switch 10 to fit the intended application. The design of the switch10 is universal in that it can be used on any make or model vehicle byusing the appropriate connectors.

With reference to FIG. 1, a typical installation of the switch 10 in anA/C system 12 within a vehicle 16 is illustrated. As is typical, the A/Csystem 12 includes compressor 14 that is operated by the vehicle engine,usually through a fan belt, when the clutch 20 is energized to connectthe compressor to the engine. Rotation of the compressor 14 compressesgaseous refrigerant and drives the compressed refrigerant to a condenser22 through a discharge line 24. In the condenser 22, the refrigerant isliquefied, giving off heat. As shown in FIG. 1, the refrigerant enteringthe condenser 22 may be, for example, at 160 degrees F. and at 127degrees F. when leaving the condenser 22 through the liquid line 26. Anorifice tube 28 is placed in the liquid line 26 to allow expansion ofthe refrigerant to the gaseous state to enter evaporator 30. As therefrigerant expands, it absorbs heat while passing through theevaporator 30 to provide cooling to the interior of the vehicle. Therefrigerant leaves the evaporator 30 and enters an accumulator/pressurecycling switch 32 before returning to the input of the compressor 14through suction line 36. An A/C system control 44 operates the system byenergizing the clutch 20 through the A/C wiring harness 18 when A/Coperation is requested. A/C system control 44 can be a microprocessorbased automatic climate control, sensing interior and exteriortemperatures and automatically operating the A/C system to achieve thedesired temperature in the vehicle interior, as found in many vehicles,or a more basic manual on/off A/C control switch as found in older ormore basic vehicles, for example.

FIG. 2 illustrates another A/C system 120 that has many of the samecomponents as A/C system 12 which are identified with the same referencenumerals. However, A/C system 120 would be typical for use in a largervehicle, such as an SUV, as it includes a separate front evaporator 122and rear evaporator 124. Rear evaporator 124 utilizes a TXV valve 126.

In either A/C system 12 or 120, the switch 10 is placed in the circuitbetween the A/C wiring harness 18 and the clutch 20. In particular, theA/C wiring harness 18 includes a power lead 38 and a ground lead 40which typically are connected directly to the clutch 20. However, whenswitch 10 is used, switch 10 is connected to the power lead 38 andground lead 40 between the A/C wiring harness 18 and the clutch 20. Withreference to FIGS. 1 and 3, the switch 10 can be seen to have aconnector 42 connected to the power lead 38 extending from the A/Csystem control 44 through wiring harness 18. Switch 10 also has aconnector 43 connected to the power lead going to clutch 20. Connector42 thus only receives power when the A/C system control 44 energizes thepower lead 38 to energize the clutch 20 and operate the compressor 14,usually by connecting positive battery voltage of 12 Volts to the powerlead 38. The switch 10 is thus only powered when power lead 38 isenergized and is not directly powered off the vehicle battery or powerdistribution circuits.

The switch 10 is also connected between the portion 96 of the groundlead 40 extending from the clutch 20 at connector 43 and the portion 98of the ground lead 40 from wiring harness 18 through connector 42.Portion 98 of the ground lead from wiring harness 18 is connected insome manner to the vehicle ground 46. It should be noted that a groundpath can only be completed from clutch 20 to the vehicle ground 46through the switch 10, as will be explained in greater detailhereinafter. As such, the clutch 20 will not be energized unless switch10 provides the ground path, even though power lead 38 may be energized.

Within switch 10, a voltage regulator 48 is connected between the powerlead 38 through connector 42 and ground 46 and provides a stable,controlled output voltage at output line 50 to a microcontroller 52. Forease of understanding, grounds 46 are shown on the circuit diagrams ofFIGS. 3 and 8, even though the actual ground circuit would pass throughground lead 40 at connector 42 to the ground 46 in the vehicle. As willbe described in greater detail hereinafter, immediately upon receivingpower from the line 50, the microcontroller enters a programmed timingsequence which alternately outputs a first higher voltage signal level54 and a second lower voltage signal level 56 on output line 58. Forexample, the microcontroller 52 may cycle the output line 58 betweenfirst signal level 54 and second signal level 56 at ½ second intervalsfor 3 seconds, then maintain the output line 58 at the first signallevel 54 for about 3 seconds, then maintain the output line 58 at thesecond signal level 56 for about 3 seconds and thereafter maintain theoutput line 58 at the first signal level 54 as long as themicrocontroller 52 is powered.

The microcontroller 52 can be of any suitable design. As shown in FIG.4, a typical microcontroller 52 will include a central processing unitCPU 110, a series of timers 112, a random access memory RAM 114, a readonly memory ROM 116 and various input/output I/O ports 118. Other timingcircuits can be substituted for the microcontroller 52 if desired, suchas a logic array, capacitor based timing circuits and the like.

The output line 58 of the microcontroller 52 connects to the base 62 ofa switching transistor 60 through a resistor 100. The collector 64 oftransistor 60 is connected through a resistor 68 to power lead 38 atconnector 42. The emitter 66 of transistor 60 is connected to ground 46.The collector 64 of transistor 60 is also connected to the gate 72 of aFET power transistor 70. The drain 74 of transistor 70 is connected tothe portion 96 of the ground lead 40 from the clutch and the source 76of transistor 70 is connected to the portion 98 of ground lead 40connecting to ground 46. Only when transistor 70 is on and conductingwill the portion 96 of the ground lead 40 be connected to ground 46 andthe clutch be energized.

In operation, if A/C operation is not requested, the control 44 will notprovide power to the power lead 38 and neither the clutch 20 nor theswitch 10 will be energized. However, when A/C operation is requested,for example by the vehicle operator turning on the A/C system or thecontrol 44 sensing the need for A/C operation by monitoring the vehicleinterior temperature, control 44 will energize the power lead 38.However, as noted, the clutch 20 can only be energized if the portion 96of the ground lead 40 is connected to ground 46 through power transistor70 and the power transistor 70 is on and conducting.

Once power lead 38 is energized, voltage regulator 48 provides aregulated output voltage to power microcontroller 52. Microcontroller 52then enters its programmed sequence to output at line 58 the firstsignal voltage 54 for time period t0 to t1, transition to second signalvoltage 56 for the time period t1 to t2, transition back to first signalvoltage 54 for time period t2 to t3, transition to second signal voltage56 for time period t3 to t4, transition back to first signal voltage 54for time period t4 to t5, transition to second signal voltage 56 fortime period t5 to t6, transition back to first signal voltage 54 fortime period t6 to t7, transition to second signal voltage 56 for timeperiod t7 to t8 and finally transition back to first signal voltage 54for time period t8 to some point in time t9 which lasts as long as thepower lead 38 is energized.

For example, the time interval between t0 to t1, t1 to t2, t2 to t3, t3to t4, t4 to t5 and t5 to t6 can each be 0.5 seconds in duration. Timeinterval t6 to t7 and t7 to t8 can each be 3.0 seconds in duration andthe interval t8 to t9 will be as long as the power is provided to powerlead 38.

When the first signal voltage 54 is output from microcontroller 52, theswitching transistor 60 causes the power transistor 70 to turn on,establishing a ground path from the portion 96 of ground lead 40 toground 46 and energizing the clutch 20 to drive the compressor 14. Whenthe second signal voltage 56 is output from the microcontroller 52, thepower transistor 70 is turned off and the portion 96 of the ground lead40 is not connected to ground 46, preventing energization of the clutch20, even though the power lead 38 is energized.

FIG. 5 illustrates a timing chart for the operation of switch 10,showing the voltages a various points in the switch 10. As soon as powerlead 38 is energized at t0, the voltage will rise to the level necessaryto energize the clutch 20, typically 12-14 volts DC. The voltageregulator will put out the regulated voltage to power themicrocontroller 52 on output line 50, typically 3 to 5 volts DC. Whenpowered, the microcontroller 52 enters the programmed sequence to sendthe 1^(st) and 2^(nd) signal levels 54 or 56 along output line 58. Thepower transistor 70 is turned on and off in consequence, resulting inthe voltage levels shown for portion 96 of ground lead 40. When portion96 is grounded, the clutch 20 is energized. When portion 96 is notgrounded, the full voltage from the power lead 38 appears on the portion96 of the ground lead 40 through the winding of the clutch solenoid,indicating no path to ground for the clutch, which prevents energizationof the clutch.

In this manner, when power is initially supplied to power lead 38, theclutch 20 and compressor 14 undergo intermittent operation to turn thecompressor a few revolutions, and then disengage the clutch for aperiod, which allows oil and liquid refrigerant that has collected inthe compressor to move through the system from the compressor. Thisprocess is repeated for at least four cycles. After the cycling actionhas purged the liquid from the compressor, the compressor is operatednormally as long as the power lead 38 remains energized. If the powerlead 38 is deenergized, as by turning the A/C system 12 off or in thenormal cycling of A/C system operation, the next time the power lead 38is energized, the intermittent cycling of the compressor and clutch isagain repeated.

With reference to FIG. 6, a flow chart of the programming ofmicrocontroller 52 is shown. At step 150, power is provided to themicrocontroller which initiates the programmed sequence. As time tprogresses from initial start up t0, the program goes through a seriesof decision steps 152-168. For example, when t0<t<t1, step 152represents output of the 1^(st) signal level 54 on output line 58 toallow compressor operation, as represented by step 170. When t>t1, theprogram moves to step 154. As long as t<t2, step 154 represents outputof the 2nd signal level 56 on output line 58 to stop compressoroperation, as represented by step 172. When t>t2, the program moves tostep 156. The program then proceeds through the remainder of the steps156-168 and 174-186, intermittently operating the compressor 14 untilt>t8 at which time the compressor stays on as long a power is providedon power lead 38. At step 188, power is removed from power lead 38 andpower is no longer provided to the microcontroller 52. When power isagain provided to power lead 38, the microcontroller 52 begins again atstep 150.

The vehicle 16 is protected by placing a reverse biased diode 78 betweenthe power lead 38 and ground 46, which will prevent any damage to otherelectrical and/or mechanical systems in the vehicle should the switch 10malfunction for any reason. A capacitor 80 is placed between the powerlead 38 and ground 46 to protect the input to the voltage regulator 48and the transistor 60. Two filter capacitors 82 and 84 filter theregulated voltage input to the microcontroller 52.

With reference to FIG. 7, the switch 10 is preferably encapsulated in awaterproof casing 86 having four leads 88, 90, 92 and 94 extendingtherefrom. Lead 88 is connected to the power lead 38 from the control 44while lead 90 is connected to the portion 98 of the ground lead 40 fromthe wiring harness 18 connecting to ground 46. Lead 92 is connected tothe power lead 38 extending to the clutch 20 and lead 94 is connected tothe portion 96 of ground lead 40 coming from the clutch 20. Leads 88 and92 can be combined into a single lead and tapped into the power lead 38if desired. By using leads 88 and 92, the current flow for energizingthe clutch 20 flows through the leads 88 and 92, as well as poweringswitch 10. The design of the switch 10 is universal in that it can beused on any make or model vehicle as long as the connection leads areadapted to fit the intended application.

The switch 10 can, if desired, actually be mounted on the compressor 14or with the clutch 20. In such a design, if the compressor or clutch isa replacement unit, the wiring on the compressor or clutch can beintegrated with the switch 10 such that the only connection to thevehicle wiring harness is through the same connector used to operate aconventional compressor or clutch without a switch 10.

It will be appreciated that the advantages of the present invention canbe retroactively applied to existing vehicles. This allows all thecurrent vehicles in existence to potentially take advantage of thebenefits provided by the present invention.

Also, while the switch 10 is described as controlling the ground pathfrom the clutch 20 to create intermittent operation, switch 10 couldalternatively be designed to control the current path on power lead 38,or both the ground path and path on power lead 38.

In one design constructed in accordance with the teachings of thepresent invention, the voltage regulator is a HT7130 chip, themicrocontroller is an 8 bit model HR6P59HL microcontroller manufacturedby Haier Group of China, the switching transistor is an S8050 NPNtransistor, the power transistor is an N-channel enhancement mode FET65N06 power transistor, resistor 68 is 200K Ohms, resistor 100 is 18KOhms, capacitor 80 is 470 microfarads, capacitor 82 is 47 microfaradsand capacitor 84 is 100 picofarads.

With reference now to FIG. 8, a first modification of the switch 10 willbe described as switch 200. Many components of switch 200 are identicalto those of switch 10 and have been identified by the same referencenumerals in FIG. 8. Switch 200 differs from switch 10 in providing powerto the microcontroller 52 for a set period of time, for example 30minutes, after power has been removed from the power lead 38. This willprevent the microcontroller 52 from entering the programmed sequence tointermittently operate the compressor 14 each time power is provided tolead 38 within the set period of time, as during normal on/off operationof the A/C system 12. Also, if the vehicle 16 is turned off, butrestarted within the set period of time, as would happen at a short stopat a convenience store, for example, the microcontroller 52 will notenter the programmed sequence to intermittently operate the compressor14 if the A/C system 12 is on when the vehicle 16 is restarted. Once theA/C system 10 has been purged of lubrication oil and liquid refrigerantupon initially starting operation of the A/C system, it is not necessaryto redo this purging process for this set period of time as sluggingwould not yet have reoccurred.

Switch 200 maintains power to the microcontroller 52 when power has beenremoved from the power lead 38 by use of a battery 202 which isconnected to the power input pin 204 of the microcontroller 52. Thebattery 202 has sufficient charge to power and maintain operation of themicrocontroller 52 for the set period of time, for example 30 minutes,in the absence of power at the power lead 38.

At the end of the initial programmed sequence to intermittently operatethe compressor 14 after the A/C system has been off for sufficient timeto raise concern of slugging and the battery 202 is drained, pin 206 ofmicrocontroller 52 goes high, providing a positive voltage to the base210 of a transistor 208 through line 216 and resistor 218. This switchestransistor 208 on, connecting the collector 212 to the emitter 214 andground through the transistor 208. A line 220 connects the collector 212of transistor 208 to one end of resistors 222 and 224. The other end ofresistor 222 is connected to the positive terminal of the battery 202 byline 226. The other end of resistor 224 is connected through line 228 tothe base 232 of a transistor 230. The emitter 236 of transistor 230 isconnected to the positive terminal of the battery 202 by line 238. Thecollector 234 of transistor 230 is connected by line 240 to the outputline 50 and input pin 204 through a rectifier 242. When transistor 208is turned on, a voltage differential is created across resistors 222 and224, turning on transistor 230 and connecting the positive terminal ofthe battery 202 to input pin 204 to power the microcontroller 52independently of the power lead 38. The capacity of the battery 202 isdesigned to provide power to independently operate the microcontroller52 for the set period of time, for example 30 minutes, when the battery202 is fully charged. After the set period of time, the battery 202 hasdischarged to the point the microcontroller 52 will no longer bepowered. Therefore, the next time power is provided to the power lead38, the microcontroller 52 will enter the programmed sequence tointermittently operate the compressor 14.

The battery 202 is recharged during regular operation of the A/C system12, when power is provided to power lead 38, by use of a battery charger250. Battery charger 250 is a charger provided in a single surfacemounted or dual inline pin package powered by the output of the voltageregulator on line 50 to pin 252 of the battery charger 250. When poweris provided to battery charger 250 at pin 252, battery charger 250provides an output at pin 254 at the correct voltage to charge thebattery 202. A line 280 connects line 226 to pin 284 of the batterycharger 250 through resistor 282. This provides feedback of the batteryvoltage to the battery charger 250 to control the charge. The batterycharger 250 is designed so that when it loses power at pin 252, it willnot be a significant drain on the battery 202. If the A/C system 12 isnot operated sufficiently to recharge the battery 202 for some intervalof operation of the vehicle 16, this is of little consequence. The onlyresult is that the battery 202 might only be able to power themicrocontroller 52 for a period of time shorter than the set period oftime, or not be able to power the microcontroller at all. However, theonly consequence is the microcontroller 52 will initiate theintermittent operation of the compressor 14 every time the power lead 38is activated until the battery 202 is sufficiently recharged, which willnot significantly harm operation of the A/C system 12.

The microcontroller 52 can sense the absence of power at power lead 38by connecting a line 261 from pin 260 of microcontroller 52 to a voltagedivider formed by resistors 262 and 264. Resistor 262 and 264 areconnected in series between power lead 38 and ground 46. A rectifier 266is placed in line 261 to prevent harm to the microcontroller 52. A line278 connects pin 276 of the microcontroller 52 to line 204 throughresistor 274. Capacitor 272 connects pin 276 to ground 46. Line 278permits the microcontroller 52 to read the input to pin 204, allowingthe microcontroller 52 to react to a lower voltage change as power drawis shifted from power lead 38 to the battery 202. An LED 268 can beconnected between output pin 206 and ground 46 to monitor operation.

The set period of time the battery 202 can power the microcontroller 52can be chosen for a particular A/C system design. As noted, a set periodof 30 minutes is contemplated. However, other set periods can be chosen.Also, any other suitable technique to power the microcontroller 52 for aset period of time in the absence of power on power lead 38 can be usedinstead of a battery 202, such as a capacitor, the battery of thevehicle 16, etc.

The battery 202 is preferably a rechargeable Lithium battery. In onedesign of switch 200 constructed in accordance with the teachings of thepresent invention, the voltage regulator is a SA1117 chip, themicrocontroller is an 8 bit model HR6P59HL microcontroller manufacturedby Haier Group of China, the switching transistor 208 is an S8050 NPNtransistor, the switching transistor 230 is an S8550 PNP transistor, thepower transistor 70 is an N-channel enhancement mode FET 65N06 powertransistor, battery 202 is a 3.7 volt 0.2 amp Lithium battery, batterycharger 250 is a model CN3058 500 mA battery charger manufactured byConsonance Electronics Co. Ltd of Shanghai, China, rectifiers 242, 266and 270 are an SS14 Schottky power rectifier.

While a single embodiment of the present invention has been illustratedin the accompanying drawings and described in the foregoing DetailedDescription, it will be understood that the invention is not limited tothe embodiment disclosed, but is capable of numerous rearrangements,modifications and substitutions of parts and elements without departingfrom the scope and spirit of the invention.

The invention claimed is:
 1. A method for interrupting operation of a compressor upon start up for use in a vehicle air conditioning system having a compressor, an electrically operated compressor clutch and a control for energizing the compressor clutch during normal A/C operation through a power lead connected between the control and the clutch, the clutch also having a ground lead, comprising the steps of: intermittently grounding the ground lead from the clutch to a ground for a predetermined period of time each time the control provides power to operate the clutch with an apparatus including a switch connected to the power lead between the control and the clutch and connected to the ground lead from the clutch and ground for interrupting operation of the compressor upon start up; the step of intermittently grounding the ground lead from the clutch further comprising the step of intermittently providing an on signal to a power transistor to complete a path between the ground lead from the clutch and ground.
 2. The method of claim 1 wherein the step of providing an on signal to a power transistor includes the step of generating the on signal with a microcontroller powered by the power lead connected between the control and the clutch.
 3. The method of claim 2 wherein the step of generating the on signal with a microcontroller powered by the power lead connected between the control and clutch further includes regulating voltage from the power lead to the microcontroller with a voltage regulator.
 4. The method of claim 1 further comprising the step of protecting other circuits in the system by connecting a diode between the power lead and the ground lead from the clutch.
 5. The method of claim 1 further comprising the step of installing the switch in an existing air conditioning system by connecting the switch to the power lead between the control and the clutch and connecting the switch between the ground lead from the clutch and ground.
 6. The method of claim 2 wherein the step of generating the on signal further comprises the step of switching a switching transistor through the microcontroller to a state to provide the on signal to the power transistor.
 7. The method of claim 1 further comprising the step of preventing interruption of operation of the compressor for a set period of time after the switch initially connects the power lead between the control and the clutch and connects the ground lead from the clutch and ground for interrupting operation of the compressor upon start up.
 8. A method for interrupting operation of a compressor upon start up for use in a vehicle air conditioning system having a compressor, an electrically operated compressor clutch and a control for energizing the compressor clutch during normal A/C operation through a power lead connected between the control and the clutch, the clutch also having a ground lead, comprising the steps of: intermittently grounding the ground lead from the clutch to a ground for a predetermined period of time each time the control provides power to operate the clutch with an apparatus including a switch connected to the power lead between the control and the clutch and connected to the ground lead from the clutch and ground for interrupting operation of the compressor upon start up; wherein the step of intermittently grounding the ground lead from the clutch further comprises the step of intermittently providing an on signal to a power transistor to complete a path between the ground lead from the clutch and ground; and wherein the step of providing an on signal to a power transistor comprises the step of generating the on signal with a microcontroller powered by the power lead connected between the control and the clutch.
 9. The method of claim 8 further comprising the step of installing the switch in an existing air conditioning system by connecting the switch to the power lead between the control and the clutch and connecting the switch between the ground lead from the clutch and a-ground.
 10. The method of claim 8 further comprising the step of connecting the switch to the power lead and between the ground lead from the clutch and ground in an existing vehicle without previous capability for intermittent clutch operation when power is provided from the control to the clutch for normal air conditioning operation.
 11. The method of claim 8 further comprising the step of continuously operating the clutch as long as power is provided to the power lead after a predetermined period of the switch initially intermittently operating the clutch.
 12. The method of claim 8 further comprising the step of alternately grounding the ground lead and not grounding the ground lead for ½ second intervals for 3 seconds, grounding the ground lead for an additional 3 seconds, not grounding the ground lead for an additional 3 seconds and thereafter grounding the ground lead while the control provides power to operate the clutch.
 13. The method of claim 8 further comprising the step of powering the microcontroller independently of the power lead for a set period of time after the switch initially intermittently operates the clutch to prevent intermittently operating the clutch during the set period.
 14. The method of claim 13 wherein the step of powering the microcontroller independently of the power lead for a set period of time includes the stop of powering the microcontroller with a battery.
 15. The method of claim 8 further comprising the step of encapsulating the switch in a waterproof casing, at least first, second, and third leads extending there from for connection to the power lead and ground lead.
 16. The method of claim 8 further comprising the step of mounting the switch on the compressor. 